KR20240003027A - Autonomous vehicle and method for controlling stop thereof - Google Patents

Abstract

The present invention relates to an autonomous vehicle and a method for controlling the stopping of the autonomous vehicle. The autonomous vehicle according to an embodiment of the present invention classifies the stopping zone according to predetermined requirements when the autonomous vehicle stops, and the classified a processor that determines the suitability of the stopping zone based on the predetermined requirements, selects one of the classified stopping zones as a stopping point, and controls the autonomous vehicle to stop at the selected stopping point; and a storage unit in which data and algorithms driven by the processor are stored.

Description

Autonomous vehicle and method for controlling stop of the autonomous vehicle {Autonomous vehicle and method for controlling stop thereof}

The present invention relates to an autonomous vehicle and a method for controlling the stopping of the autonomous vehicle. More specifically, it is a technology for selecting a stopping zone and controlling the stopping of an autonomous vehicle at a stop.

In the case of self-driving buses that are level 4 or higher in the autonomous driving system, there is no longer a driver.

Accordingly, the current self-driving bus system automatically controls the departure and stopping of the self-driving bus, but it is necessary to control the self-driving bus to stop at a designated location.

However, as there are many obstacles at bus stops, the self-driving bus cannot stop at the designated location, so there is a risk of accidents occurring for passengers boarding and disembarking as the self-driving vehicle stops at a location other than the designated location. Accordingly, there is a need to develop optimization technology for stopping points (stopping areas) of autonomous buses.

In an embodiment of the present invention, when a self-driving vehicle stops at a stop, the most appropriate stopping location is selected in consideration of the presence or absence of a designated stopping area, surrounding vehicles, obstacles, the location of passengers located at the stop, and the posture of the self-driving vehicle, and the selected The objective is to provide a self-driving vehicle and a stopping control method for the self-driving vehicle that can provide safe boarding and disembarkation of passengers in the self-driving vehicle by controlling the self-driving vehicle to stop at the stopping position.

The technical problems of the present invention are not limited to the technical problems mentioned above, and other technical problems not mentioned will be clearly understood by those skilled in the art from the description below.

The autonomous vehicle according to an embodiment of the present invention classifies the stopping zone according to predetermined requirements when the autonomous vehicle stops, determines the suitability of the classified stopping zone based on the predetermined requirements, and determines the classified stopping zone. a processor that selects one of the following as a stopping point and controls the autonomous vehicle to stop at the selected stopping point; and a storage unit in which data and algorithms driven by the processor are stored.

In one embodiment, the predetermined requirements include a legally designated stopping area when the autonomous vehicle stops, obstacles around the stop, stopped vehicles around the stop, location and number of passengers around the stop, and the autonomous vehicle. It may include at least one of attitude information, a route to arrive at the stopping point, and a route starting from the stopping point and exiting the stopping point.

In one embodiment, the suitability may include a quantification of the degree to which the autonomous vehicle is suitable for stopping.

In one embodiment, the suitability may be calculated as a numerical value such as a grade, score, or rank, and the processor may determine the size and whether to increase or decrease the suitability to be given to the stopping area according to the priority of the predetermined requirements. there is.

In one embodiment, the processor includes dividing the classified stopping zone according to a boundary line or generating the stopping zone in a grid structure including a unit area, and dividing the classified stopping zone along the grid. can do.

In one embodiment, the processor sums the suitability within the boarding area of the autonomous vehicle among the suitability assigned to the stopping area, the boarding area is an area for passengers to board the autonomous vehicle, and the autonomous vehicle It may include a predetermined radius based on the boarding entrance of the driving vehicle.

In one embodiment, the processor may assign a lower priority or suitability to the stop as the distance from the stop increases.

In one embodiment, the processor may include giving a stopping area designated by law a higher priority or stopping suitability than a stopping area not designated by law.

In one embodiment, the processor may include classifying a stopping area where an obstacle or already stopped vehicle exists as an impossible stopping area.

In one embodiment, the processor may assign the lowest priority or stopping suitability to areas where it is impossible for the vehicle to stop, or may not include them within the body area drawn when the vehicle stops.

In one embodiment, the processor may include classifying a stopping area where boarding and disembarking of passengers may be hindered by an obstacle or a vehicle that has already stopped as a stopping risk area.

In one embodiment, the processor may include granting or reducing the priority or stopping suitability of an area where it is dangerous for the vehicle to be lower than a predetermined standard value.

In one embodiment, when a passenger is located around the stop, the processor may include assigning priority or stopping suitability to a stopping area adjacent to the passenger higher than a predetermined standard value.

In one embodiment, the processor assigns and adds a high priority or stopping suitability according to the number of passengers in the stopping area, or when the passengers around the stop are a group of passengers, the processor It may include assigning the priority or stopping suitability to a unit area as wide as the width, and assigning the priority or stopping suitability to become smaller as the distance from the center of the passenger group increases.

In one embodiment, the processor assigns a higher priority or stopping suitability when the posture of the autonomous vehicle is parallel to the stop, and the greater the angle between the autonomous vehicle and the stop, the higher the priority. This may include assigning a low ranking or stopping suitability.

In one embodiment, the processor may include calculating a route arriving at one of predetermined stopping points or a route departing from the stopping point and exiting the stopping point.

In one embodiment, the processor assigns and adds higher priority or stopping suitability to areas where the route can be calculated than areas where the route cannot be calculated, or determines the stopping location and posture of the autonomous vehicle when stopped. If the route cannot be calculated based on , the location and attitude may be excluded when selecting a stopping point.

In one embodiment, it further includes a sensing device that senses the autonomous vehicle and the surroundings of the stop, and the processor classifies objects around the stop based on data around the stop detected through the sensing device, or It may include assigning the priority or stopping suitability to a stopping zone.

In one embodiment, it further includes a location acquisition unit that acquires the location of the autonomous vehicle or map information surrounding the autonomous vehicle, and the processor classifies the stopping area including the map information obtained from the location acquisition unit. It may include assigning and adding the priority or stopping suitability.

A method for controlling the stopping of an autonomous vehicle according to an embodiment of the present invention includes the steps of classifying the area around the stop into at least one stopping zone based on predetermined requirements when the autonomous vehicle is stopped; assigning a stopping suitability to the classified stopping zone; selecting a stopping point based on the stopping suitability of the classified stopping zone; And it may include controlling the autonomous vehicle to stop at the selected stopping zone.

In one embodiment, the predetermined requirements include a legally designated stopping area, obstacles around the stop, stopped vehicles around the stop, location and number of passengers around the stop, attitude information of the autonomous vehicle, and arrival. It may include considering at least one of the route and whether the route starting and exiting the stop is drivable.

When a self-driving vehicle stops at a stop, this technology selects the most appropriate stopping location by considering the presence of a designated stopping area, surrounding vehicles, obstacles, the location of passengers at the stop, and the posture of the self-driving vehicle. By controlling the autonomous vehicle to stop, it is possible to provide safe boarding and disembarkation of passengers in the autonomous vehicle.

In addition, various effects that can be directly or indirectly identified through this document may be provided.

Figure 1 is a block diagram showing the configuration of a system for selecting a stopping position of an autonomous vehicle according to an embodiment of the present invention.
Figure 2 is a diagram for explaining the process of selecting a stopping zone for an autonomous vehicle according to an embodiment of the present invention.
Figure 3 is an example of giving a stopping zone score to an autonomous vehicle according to an embodiment of the present invention.
Figures 4a to 4c are diagrams for explaining a stopping zone according to an embodiment of the present invention.
Figure 5 is a diagram showing a sensing range for detecting objects around a stop according to an embodiment of the present invention.
FIGS. 6A to 6J are exemplary diagrams for explaining a method of assigning points to a stopping zone according to an embodiment of the present invention.
Figure 7 is a diagram for explaining an example of securing space for arrival and departure from a stopping point according to an embodiment of the present invention.
Figures 8a to 8c are exemplary diagrams of assigning points to a stopping zone according to an embodiment of the present invention.
9A to 9C are diagrams illustrating points awarded to a stopping zone according to an embodiment of the present invention.
Figures 10a and 10b are illustrations of points awarded to a stopping zone according to an embodiment of the present invention.
Figure 11 is an example of giving points to the stopping zone when the vehicle's boarding and unloading zones are separated according to an embodiment of the present invention.
Figures 12a to 12c are illustrations of assigning scores to stopping zones using CNN (Convolutional Neural Networks) according to an embodiment of the present invention.
Figure 13 is a flowchart for explaining a method for controlling stopping of an autonomous vehicle according to an embodiment of the present invention.
Figure 14 is a flowchart for specifically explaining a method for controlling stopping of an autonomous vehicle according to an embodiment of the present invention.
Figure 15 shows a computing system according to one embodiment of the present invention.

Hereinafter, some embodiments of the present invention will be described in detail through illustrative drawings. When adding reference numerals to components in each drawing, it should be noted that identical components are given the same reference numerals as much as possible even if they are shown in different drawings. Additionally, when describing embodiments of the present invention, if detailed descriptions of related known configurations or functions are judged to impede understanding of the embodiments of the present invention, the detailed descriptions will be omitted.

In describing the components of the embodiment of the present invention, terms such as first, second, A, B, (a), and (b) may be used. These terms are only used to distinguish the component from other components, and the nature, sequence, or order of the component is not limited by the term. Additionally, unless otherwise defined, all terms used herein, including technical or scientific terms, have the same meaning as generally understood by a person of ordinary skill in the technical field to which the present invention pertains. Terms defined in commonly used dictionaries should be interpreted as having a meaning consistent with the meaning in the context of the related technology, and should not be interpreted in an ideal or excessively formal sense unless explicitly defined in the present application. No.

Hereinafter, embodiments of the present invention will be described in detail with reference to FIGS. 1 to 15.

Figure 1 is a block diagram showing the configuration of a system for automatic door control of an autonomous vehicle according to an embodiment of the present invention.

Referring to FIG. 1, the system according to an embodiment of the present invention can automatically control the doors of the vehicle 10 by performing communication between the vehicle 10 and the stopping system 20. At this time, the vehicle 10 may include an autonomous bus.

The vehicle 10 may include an autonomous driving control device 100, a sensing device 150, a GPS receiver 160, and a location acquisition unit 170.

The autonomous driving control device 100 according to an embodiment of the present invention may be implemented inside a vehicle. At this time, the autonomous driving control device 100 may be formed integrally with the vehicle's internal control units, or may be implemented as a separate device and connected to the vehicle's control units through a separate connection means.

When the vehicle 10 stops at a stop, the autonomous driving control device 100 determines at least one area where the vehicle 10 can stop, whether it is a stopping area designated by law, the location of surrounding obstacles, the location of passengers around the stop, and the vehicle posture when stopped. Considering the following, the optimal stopping area can be selected and the vehicle 10 can be controlled to stop at the selected stopping area.

At this time, passengers may include people within the legally defined location of the stop.

To this end, the autonomous driving control device 100 may include a communication unit 110, a storage unit 120, an interface unit 130, and a processor 140.

The communication unit 110 is a hardware device implemented with various electronic circuits to transmit and receive signals through wireless or wired connections, and can transmit and receive information with in-vehicle devices based on in-vehicle network communication technology. As an example, in-vehicle network communication technology may include CAN (Controller Area Network) communication, LIN (Local Interconnect Network) communication, Flex-Ray communication, Ethernet, and wireless communication network (LTE).

Additionally, the communication unit 110 may perform communication using a server outside the vehicle, the station system 20, infrastructure, other vehicles, etc. through wireless Internet access or short range communication technology. Here, the wireless communication technology may include wireless LAN (WLAN), Wireless Broadband (Wibro), Wi-Fi, and Wimax (World Interoperability for Microwave Access, Wimax). there is. Additionally, short-range communication technologies may include Bluetooth, ZigBee, Ultra Wideband (UWB), Radio Frequency Identification (RFID), and Infrared Data Association (IrDA).

Additionally, the communication unit 110 can perform V2X communication. V2X communication refers to V2V (Vehicle-to-Vehicle), which refers to communication between vehicles, V2I (Vehicle to Infrastructure), which refers to communication between vehicles and eNB or RSU (Road Side Unit), and vehicles and individuals. Vehicles and all entities, such as V2P (Vehicle-to-Pedestrian) and V2N (vehicle-to-network), which refer to communication between user equipment (UE) held by a pedestrian, cyclist, vehicle driver, or passenger Includes communication between people.

As an example, the communication unit 110 receives obstacle information around the stop (e.g., obstacle location information, etc.) from the stop system 20 before entering the stop, and passenger information around the stop (e.g., number of passengers, location of each passenger, information on each passenger). direction, etc.) can be received.

The storage unit 120 may store sensing results of the sensing device 150, reception results of the GPS receiver 156, and data and/or algorithms necessary for the processor 140 to operate. As an example, the storage unit 120 may store information on stopping areas designated by law, surrounding obstacles for each stop, etc. in advance.

The storage unit 120 has a flash memory type, a hard disk type, a micro type, and a card type (e.g., a Secure Digital Card (SD Card) or an eXtream Digital Card (XD Card). Memory such as RAM (Random Access Memory), SRAM (Static RAM), ROM (Read-Only Memory), PROM (Programmable ROM), EEPROM (Electrically Erasable PROM), and magnetic memory (MRAM) , Magnetic RAM, magnetic disk, and optical disk type memory.

The interface unit 130 may include an input means for receiving a control command from a user and an output means for outputting the operation status and results of the device 100. Here, the input means may include a key button, and may also include a mouse, joystick, jog shuttle, stylus pen, etc. Additionally, the input means may include soft keys implemented on the display.

The interface unit 130 may be implemented as a head-up display (HUD), cluster, AVN (Audio Video Navigation), HMI (Human Machine Interface), USM (User Select Menu), etc. At this time, the displays include Liquid Crystal Display (LCD), Thin Film Transistor-Liquid Crystal Display (TFT LCD), Organic Light-Emitting Diode (OLED), and Flexible Display. , a field emission display (FED), and a three-dimensional display (3D display) may be included.

The output means may include a display, and may also include an audio output means such as a speaker. At this time, when a touch sensor such as a touch film, touch sheet, or touch pad is provided on the display, the display operates as a touch screen and can be implemented in an integrated form with an input means and an output means. As an example, the output means may output disembarkation information to passengers. Additionally, the output means can display stop information other than when boarding or disembarking, that is, while the vehicle is running. As an example, the output means may display vehicle status such as autonomous driving mode. For example, “Have a safe ride!”, “You are not allowed on board”. You can print guidance phrases depending on the situation, such as “Please use the next vehicle,” “The door is closed,” “The door is open,” and “You are driving in autonomous driving mode.” For example, the interface unit 130 can provide input and output for communication with passengers even when there is no driver.

The processor 140 may be electrically connected to the communication unit 110, the storage unit 120, the interface unit 130, etc., may electrically control each component, and may be an electrical circuit that executes software commands. , whereby various data processing and calculations described later can be performed.

The processor 140 may process signals transmitted between each component of the autonomous driving control device 100. The processor 140 may be, for example, an electronic control unit (ECU), a micro controller unit (MCU), or another lower-level controller mounted on a vehicle.

When the vehicle 10 stops, the processor 140 classifies the stopping zones according to predetermined requirements, determines the suitability of the classified stopping zones based on the predetermined requirements, and selects one of the classified stopping zones as the stopping point. The vehicle 10 can be controlled to stop at the designated stopping point. At this time, suitability means quantifying the degree to which each stopping zone is suitable for stopping.

In addition, the predetermined requirements include the legally designated stopping area when the vehicle 10 is stopped, obstacles around the stop, nearby stopped vehicles, the location and number of passengers around the stop, attitude information of the vehicle 10, and the stopping point. It may include at least one of a route to arrive and a route to depart from and exit the stopping point. At this time, the stopping area refers to all spaces around the stop where the vehicle 10 can stop. In addition, the stopping point is one of a plurality of stopping areas and means the optimal stopping position for the vehicle 10 to actually stop.

That is, the processor 140 classifies at least one stopping area around the stop when the vehicle 10 stops, and collects at least one of obstacles around the stop, positions of passengers around the stop, and attitude information of the vehicle 10. Using this method, one of at least one stopping zone can be selected and the vehicle 10 can be controlled to stop at the selected stopping zone.

The processor 140 may divide the classified stopping zone according to the boundary line, or generate the stopping zone in a grid structure including a unit area, and divide the classified stopping zone along the grid containing the classified stopping zone. Additionally, the processor 140 may add the suitability within the boarding area of the autonomous vehicle among the suitability assigned to the stopping area. At this time, the boarding area is an area for passengers to board the vehicle 10 and may include a predetermined radius based on the boarding entrance of the vehicle 10.

The processor 140 can select the size and whether to increase or decrease the suitability to be given to the stopping zone according to the priority of predetermined requirements. Additionally, the processor 140 may give a stopping area designated by law a higher priority or stopping suitability than a stopping area not designated by law. Additionally, the processor 140 may classify a stopping area where obstacles or already stopped vehicles exist as an impossible stopping area. The processor 140 may assign the lowest priority or stopping suitability to areas where it is impossible for the vehicle 10 to stop, or may not include them within the vehicle body area drawn when the vehicle 10 stops. The processor 140 may classify a stopping area in which boarding and disembarking of passengers may be hindered by obstacles or already stopped vehicles as a stopping risk area. Additionally, the processor 140 may assign priority or stopping suitability to an area where it is dangerous for the vehicle 10 to be lower than a predetermined standard value.

Additionally, when passengers are located around a stop, the processor 140 may assign priority or stopping suitability to a stopping area adjacent to the passenger higher than a predetermined standard value.

In addition, the processor 140 assigns and adds a high priority or stopping suitability according to the number of passengers in the stopping area, or if the passengers around the stop are grouped together, priority is given to a unit area equal to the width of the passenger group. Priority or stopping suitability may be assigned, but the priority or stopping suitability may be given so that the further away from the center of the passenger group, the smaller the priority or stopping suitability.

In addition, the processor 140 may grant a higher priority or stopping suitability when the posture of the autonomous vehicle is parallel to the stop, and grant a lower priority or stopping suitability as the size of the angle between the autonomous vehicle and the stop is larger. You can.

Additionally, the processor 140 may calculate a route arriving at one of the predetermined stopping points or a route departing from the stopping point and exiting the stopping point.

In addition, the processor 140 assigns and adds higher priority or stopping suitability to areas where a route can be calculated than areas where a route cannot be calculated, or calculates the route based on the stopping location and the posture of the autonomous vehicle when stopped. If this is not possible, the location and attitude can be excluded when selecting a stopping point.

Additionally, the processor 140 may classify objects around the stop based on data around the stop detected through the sensing device 150, or may assign priority or stopping suitability to the stopping area.

Additionally, the processor 140 may classify the stopping area or assign priority or suitability to the stopping area, including the map information obtained from the location acquisition unit 170.

For example, the processor 140 may assign scores to at least one stopping zone and select the stopping zone with the highest score among the at least one stopping zone.

Additionally, the processor 140 may assign the highest score to a stopping area designated by law and a score lower than the maximum score to a stopping area other than the stopping area designated by law.

The processor 140 may classify a stopping area where obstacles or already stopped vehicles exist as an impossible-to-stop area, and classify a stopping area where boarding and disembarking of passengers may be hindered by obstacles or already stopped vehicles as a stopping-risk area. can do.

The processor 140 may classify a stopping area located in the left lane of an obstacle or an already stopped vehicle as a stopping risk area.

Additionally, the processor 140 may exclude an area where stopping is impossible from at least one stopping area and deduct points given to the area where stopping is dangerous.

The processor 140 may add points according to the number of passengers to a stopping area that exists within a predetermined distance of a passenger among at least one stopping area.

The processor 140 may perform at least one or more operations based on at least one of the size of the vehicle 10, the posture of the vehicle 10, the location of the boarding gate of the vehicle 10, and the location of a vehicle already stopped in at least one or more stopping zones. Points can be given for each stopping zone.

The processor 140 may generate a stopping area including at least one stopping area in a grid structure including a unit area, and assign a score per unit area to each of the at least one stopping area.

If the sizes of the at least one or more stopping zones are different, the processor 140 may calculate the score by applying the area ratio of the at least one or more stopping zones.

If an obstacle exists on the road around the obstacle, the processor 140 may classify the stopping area where the obstacle exists as a no-stop zone, and classify the area extending vertically from the stopping area where the obstacle exists as a stopping risk zone. there is.

If an obstacle exists adjacent to the selected stopping area, the processor 140 may classify an area where there is a risk of collision with the obstacle during stopping control of the vehicle 10 as a stopping risk area.

If an obstacle exists on a sidewalk adjacent to a road, the processor 140 may classify the area as a no-stop zone within a predetermined distance from the obstacle.

If there are passengers around the stop, the processor 140 adds points to the stopping area adjacent to the passengers, and if the passengers around the stop are a group of passengers, it gives points to a unit area equal to the width of the passenger group. , the farther away you are from the center of the passenger group, the smaller the score awarded.

The processor 140 assigns a higher score when the posture of the vehicle 10 is parallel to the stop, and as the size of the angle between the vehicle 10 and the stop increases, the score deducted may increase.

The processor 140 may generate an expected path for the vehicle 10 to stop at a selected stopping area, and may exclude the selected stopping area if an obstacle is included in the expected path.

The processor 140 may identify at least one stopping zone by comparing the stopping zone information sensed by the sensing device 150 with the stopping zone information on the precision map.

The sensing device 200 may be equipped with a plurality of sensors to detect objects external to the vehicle, and may detect the location of the external object, the speed of the external object, the direction of movement of the external object, and/or the type of external object (e.g., vehicle, pedestrian). , bicycle or motorcycle, etc.). Additionally, the sensing device 200 can detect the number of passengers around the stop, the direction of travel of passengers around the stop, and the movement of passengers around the stop.

The sensing device 200 may be set to sense by expanding in the vertical and horizontal directions a predetermined distance than the parking distance (D1) at a stop specified by law.

To this end, the sensing device 200 may include an ultrasonic sensor, radar, camera, laser scanner and/or corner radar, lidar, acceleration sensor, yaw rate sensor, torque measurement sensor and/or wheel speed sensor, steering angle sensor, etc. You can.

The GPS receiver 160 receives a GPS signal from the GPS and transmits it to the autonomous driving control device 100, so that the autonomous driving control device 100 can obtain location information of the own vehicle.

The location acquisition unit 170 may obtain location map information of the vehicle 10 and provide it to the processor 140 .

The stop system 20 may include a stop control device 200, a sensing device 230, and a communication device 240.

The station control device 200 may predict the movement paths of objects outside and inside the station and calculate the probability that the objects outside and inside the station will reach the boarding and disembarking zone of the vehicle 10 within a predetermined time.

To this end, the stop control device 200 may include a storage unit 210 and a processor 220.

The storage unit 210 may store sensing results of the sensing device 230, communication results of the communication device 240, and data and/or algorithms necessary for the processor 220 to operate.

As an example, the storage unit 210 may store information on objects sensed by the sensing device 230, such as stopped vehicles, pedestrians, bicycles, and motionless obstacles around a stop. The storage unit 210 has a flash memory type, a hard disk type, a micro type, and a card type (e.g., a Secure Digital Card (SD Card) or an eXtream Digital Card (XD Card). Memory such as RAM (Random Access Memory), SRAM (Static RAM), ROM (Read-Only Memory), PROM (Programmable ROM), EEPROM (Electrically Erasable PROM), and magnetic memory (MRAM) , Magnetic RAM, magnetic disk, and optical disk type memory.

The processor 220 may provide information about the outside and inside of the station sensed by the sensing device 230 to the vehicle 10 .

The sensing device 230 can detect objects outside and inside the station. Objects include bicycles, people, motorcycles, etc., and may include one or more sensors that measure the distance, direction of movement, and/or relative speed of the object. To this end, the sensing device 230 may include a camera, ultrasonic sensor, radar, camera, laser scanner and/or radar, lidar, etc.

The communication device 240 may communicate with the vehicle 10 through wireless Internet access or short range communication technology. Here, wireless communication technologies include wireless LAN (WLAN), Wireless Broadband (Wibro), Wi-Fi, Wimax (World Interoperability for Microwave Access, Wimax), and LTE (long -term evolution), etc. may be included. Additionally, short-range communication technologies may include Bluetooth, ZigBee, Ultra Wideband (UWB), Radio Frequency Identification (RFID), and Infrared Data Association (IrDA).

As an example, the communication device 240 may transmit object information around the stop sensed by the sensing device 230 to the vehicle 10 before the vehicle 10 enters the stop.

In this way, the present invention assigns priority points to the predetermined stopping location, surrounding vehicles, obstacles, and passenger locations around the stop when an autonomous vehicle stops at a stop, so that the stopable area with the highest score among the stoppable areas can be selected as the optimal stopping location.

Figure 2 is a diagram for explaining the process of selecting a stopping zone for an autonomous vehicle according to an embodiment of the present invention.

Referring to FIG. 2, in a situation where the vehicle 201 is located in the front lane of the bus stop 21 and the bus stop area 22, candidate stopping points 202, 203, and 204 for the vehicle 10 may be created. , it is possible to stop at the optimal stopping candidate point 203.

The autonomous vehicle 10 can classify each stopping area, assign a suitability (e.g., score, value, etc.) to the stopping area, and select the stopping area with the highest suitability as the stopping point to perform stopping control of the own vehicle. there is.

At this time, the self-driving vehicle 10 determines whether there is a stopping area designated by law, whether there is a stopping area, whether there is a danger zone for stopping, the location of passengers around the stop, the posture of the vehicle when stopping, whether the space to move to the stopping area is secured when controlling the stop, etc. Taking this into account, suitability can be assigned to the stopping area.

Figure 3 is an example of giving a stopping zone score to an autonomous vehicle according to an embodiment of the present invention.

Referring to FIG. 3, the vehicle 10 may be given the highest score (eg, +1000) in a legally designated stopping zone. For example, the stopping areas 202 and 203 in FIG. 2 may be legally designated stopping areas.

Additionally, the vehicle 10 may assign a lower score (e.g., +50) to a stopping area other than the designated stopping area compared to a legally designated stopping area.

The vehicle 10 may give a low score (e.g., +10*number of passengers gathered) in proportion to the number of passengers in the area where the passengers are located. For example, if the number of passengers gathered in a specific area is 3, 3*10=30, 30 points can be assigned to that area.

When the vehicle 10 is stopped, points may be deducted as the posture is not parallel to the stop 21. For example, points may be deducted depending on the angle between the stop 21 and the vehicle 10.

If the vehicle 10 is in an area where it is inconvenient or dangerous for passengers to get on and off due to obstacles, stopped vehicles, etc., a high score (e.g., -100) may be deducted.

Areas where the vehicle 10 cannot stop due to obstacles, stopped vehicles, etc., that is, areas where stopping is impossible, can be completely excluded from the stopping area. That is, the vehicle 10 may display the vehicle box as inviolable without calculating the score for the no-stop zone.

Figures 4a to 4c are diagrams for explaining a stopping zone according to an embodiment of the present invention.

Referring to Figure 4a, the entire stopping area 23, which is an area where a vehicle can stop, is formed in a grid structure, and the unit area of each grid structure (e.g. ) The degree of fitness can be given. That is, the vehicle 10 can assign a degree of suitability per unit area of the grid structure based on the conditions presented in FIG. 3. Additionally, as the distance from the bus stop area 22 increases, the suitability per unit area decreases. In FIG. 4A, the suitability given to the areas 613, 614, 615, and 616 may decrease as the distance from the bus stop area 22 increases. That is, the highest suitability may be given to area 613 and the lowest suitability given to area 616.

Additionally, the degree of suitability given to the grid may vary depending on the location of the passengers 631 and 632. That is, additional points may be given to the unit area of the area 407 adjacent to the passenger group 632.

In Figure 4a, in order to distinguish the suitability per unit area of the grid, hatching for each unit area was applied differently depending on the suitability.

At this time, the vehicle 10 divides the entire stopping zone 23 into a no-stop zone 403, which is an area where stopping is impossible because the vehicle is already stopped, and a zone where getting on and off is inconvenient or dangerous due to the vehicle stopped in the no-stop zone 403. It can be classified into a dangerous stopping zone (405), a stopping zone designated by law (613), and a zone that is not designated by law but can be stopped (e.g., areas other than 613 in the grid structure). At this time, the stopping areas 401, 402, and 404 may become candidate stopping points in the future.

The vehicle 10 can select a stopping candidate point (401, 402, 404) among the remaining areas excluding the non-stopping area (403) among the entire stopping area (23), and each of the stopping candidate points (401, 402, 404) is The scores for each of the stopping candidate points (401, 402, and 404) can be calculated by adding up the scores per unit area included. The vehicle 10 can calculate the score by applying the area ratio to stopping areas of different sizes. for example, If 150 points of suitability are given to the corresponding area, 150 points * = Could be 30 points.

The vehicle 10 may select the stopping candidate point with the highest combined suitability among the stopping candidate points 401, 402, and 404 as the optimal stopping point, and the vehicle 10 may stop at the optimal stopping point 401. .

Additionally, the vehicle 10 may be assigned points to the stopping zone according to the posture of the vehicle 10 when stopped. For example, as shown in 404, when the vehicle 10 is controlled to stop, if the direction of the bus stop 21 and the moving direction of the vehicle 10 are not parallel, a point deduction may be given.

Referring to Figure 4b, the score calculates the score of the area included in the boarding area 432. If an obstacle or a point where stopping is impossible is included in the vehicle area 431, the corresponding stopping candidate point may become a point where stopping is impossible.

As shown in FIG. 4B , a vehicle area 431 and one boarding area 432 may be displayed, and as shown in FIG. 4C , the boarding area 433 and the disembarkation area 434 may be displayed separately.

Referring to FIG. 4C, for a vehicle 10 with separate boarding and unloading areas, the suitability per unit area of the stopping area included in the boarding area 433 and the unloading area 434 is calculated. At this time, the suitability due to passengers may not be included among the stopping areas included in the unloading area 434. If an obstacle or a point where stopping is impossible is included in the stopping area 431, the stopping candidate point may become a point where stopping is impossible.

Figure 5 is a diagram showing a sensing range for detecting objects around a stop according to an embodiment of the present invention.

Referring to FIG. 5, the sensing range of the sensing device 150 of the vehicle 10 includes the stopping distance D1, and ranges from the stopping possible area to 1 m in the upward and downward directions and 3 m in the vertical direction in the direction of travel of the vehicle. It can be enlarged.

Figures 6a to 6j are example diagrams to explain in more detail a method of assigning points to a stopping zone according to an embodiment of the present invention. For convenience of explanation below, the degree of suitability will be explained using a score as an example.

Referring to FIG. 6A, the vehicle 10 may give the highest score (e.g., + 1000 points) to the legally designated stopping area 602 among all stopping areas 601. In addition, the vehicle 10 may be given a lower score (e.g., +50 points) in areas where stopping is possible other than the legally designated stopping area compared to the legally designated stopping area 602, and in areas other than the legally designated stopping area (e.g., stopping is not possible). Areas) can all be given 0 points.

Referring to FIG. 6B, the vehicle 10 may assign the highest score (e.g., + 1000 points) to the area adjacent to the bus stop 21 among the entire stopping area 601. In addition, the vehicle 10 may be given a lower score (e.g. -50 points per 1.5 m distance) as the distance from the bus stop 21 increases compared to the score of the area adjacent to the bus stop 21. there is. 613 is the area closest to the bus stop 21 and moves away from the bus stop 21 in the order of 614, 615, and 616. Accordingly, the score given to 613 is the highest, and the scores given to 614, 615, and 616 may gradually decrease.

Referring to FIG. 6C, of the entire stopping area 601, the area 611 where a previously stopped vehicle exists is classified as an unstoppable area, and the area 612 in the left lane of the already stopped vehicle is a area where the vehicle is stopped and passengers cannot stop. Getting on and off can be inconvenient or dangerous, so it can be classified as a riding hazard zone.

Referring to FIG. 6D, the vehicle 10 for stopping may determine the area where the already stopped vehicle 650 exists as an area where stopping is not possible, and avoid collision with the already stopped vehicle 650 to avoid collision with the already stopped vehicle 650. By considering the path to move to the stopping area in front and behind the stopped vehicle 650, the non-stopping area 651 can be expanded. Additionally, the area 652 in the left lane of an already stopped vehicle may be classified as a riding hazard area.

In FIG. 6E, the vehicle 10 may expand the unstoppable area 662 by considering not only the area of the already stopped vehicle 650 but also the path for exiting the already stopped vehicle 650. For example, when turning to the left to exit an already stopped vehicle 650, the fan-shaped unstoppable area 662 may be expanded based on the direction of rotation.

FIG. 6F shows an example in which the combined area of the no-stop zone 651 of FIG. 6d and the no-stop zone 661 of FIG. 6e is classified as a no-stop zone 671.

Referring to FIG. 6g, the vehicle 10 can expand not only the area of the already stopped vehicle 650, but also some of the front and rear areas of the already stopped vehicle 650 into an unstoppable area, and The unstoppable area in front or behind the vehicle 650 is shaped in steps ( ) or uneven shape ( ) can be expanded.

Referring to FIG. 6H, if there is an obstacle on the road among all stopping areas 601, the vehicle 10 may classify the corresponding area 621 as a no-stop area and exclude the no-stop area from the stopping area.

The vehicle 10 considers a sufficient radius to avoid obstacles to prevent collisions due to forward/backward movement after the vehicle 10 stops in the stopping area.

Additionally, the vehicle 10 may classify a vertically extending area 623 of the no-stop area 621 where obstacles exist as a stopping risk area, and points may be deducted from the stopping risk area. At this time, the area 623 extending in the vertical direction of the no-stop area 621 includes the unit area for which points are given within the entire stopping area 601, and does not include areas outside the entire stopping area 601.

In the case of the vehicle 10, an obstacle 622 on a sidewalk adjacent to a road may cause discomfort and threat to passengers when getting on and off, so the area up to 1m vertically from the obstacle (considering the full width of the vehicle) can be classified as a no-stop area. there is.

Referring to FIG. 6I, the vehicle 10 may grant a predetermined score (eg, +10) to each passenger present within the stop area 22. In Figure 6, there is one passenger 631 and a passenger group 632 consisting of several passengers.

The vehicle 10 may grant points per unit area up to a predetermined distance in the travel direction 633, 634 of the passenger 631 and the group of passengers 632. At this time, points can be awarded up to a predetermined distance (e.g. 1 m) in the direction 633 of the passenger 631, the area in the direction of travel is determined by the width of the passenger group 632, and the unit in which points are given in the vertical direction is determined. Up to an area can be determined as a zone. The farther vertically from the center of the passenger group 632, the lower the score. That is, the vehicle 10 is given a score decreased by 10 points for each 1 m from the center of the passenger group 632. The vehicle 10 gives a high score to the area 636 that is vertically closest to the center of the passenger group 632, and gives a high score to the areas 637 and 638 that are vertically distant from the center of the passenger group 632. ) can be given a lower score. Additionally, when there is only one passenger 631, the score of the adjacent area may be given a lower score than that of the area 636 adjacent to the group of passengers 632.

Referring to FIG. 6J, when candidate stopping points 643, 644, and 645 exist, points may be added or deducted from each stopping candidate point 643, 644, and 645 depending on the attitude of the vehicle 10.

That is, when it is intended to stop the vehicle 10 at the stopping candidate point 643, if the attitude of the vehicle 10 is parallel to the bus stop 21, a high score is given to the stopping candidate point 643, and the vehicle 10 is given a high score. If the posture of (10) is not parallel to the bus stop 21, such as the stopping candidate point 644, the score of the stopping candidate point 644 may be deducted, and the score may be deducted depending on the angle of deviation (e.g. , angle [˚]/90˚ * (-30) can be determined. At this time, the area 646 adjacent to the passenger group may be given a high score, and the other area 647 may be given a low score.

Figure 7 is a diagram for explaining an example of securing space for arrival and departure from a stopping point according to an embodiment of the present invention.

Referring to FIG. 7, there are no-stop zones 711 and 712 and a stop-risk zone 713, and the space through which the vehicle 10 moves to arrive at the stopping candidate point 715 from the current location 714 and After reaching the candidate stopping point (715), space must be secured for re-starting. Accordingly, if the vehicle 10 cannot drive because an obstacle is included within the area of the vehicle area drawn along the expected route, the vehicle 10 does not select the corresponding stopping candidate point 715 as the optimal stopping point.

Figures 8a to 8c are exemplary diagrams of assigning points to a stopping zone according to an embodiment of the present invention.

As shown in Figure 8a, when the vehicle 802 is stopped in front of the stop in the sensing range 801, the vehicle 10 can classify the stopping areas as shown in Figures 8b and 8c and assign points to each stopping area. there is.

The stopping area may include stopping candidate points 812, 811, and 813. The vehicle 10 can generate arbitrary stopping zones 811 and 813 as stopping candidate points and calculate stopping suitability and whether or not stopping is possible.

In the case of the stopping area 812, 1000 points are given as a stopping area designated by law, but no points are given as it is a stopping area 814 because there is already a stopped vehicle 802.

The random stopping candidate point 811 is a stopping area designated by law, and since there are no obstacles, it is classified as a stopping area and is given 1000 points.

The candidate stopping point (813) is outside the stopping area designated by law and is given +50 points. However, since it is located in the left lane of an already stopped vehicle, 100 points are deducted as a stopping risk area, and 3 passengers are placed in front of the candidate stopping point (813). Since it exists, 30 points are awarded for 3 people, 10 points per passenger. Accordingly, the score of the stopping candidate point (813) is +50-100+30=-20.

At this time, the vehicle 10 may determine the unstoppable zone 814 by considering the zone where there is a risk of collision when a vehicle that is already stopped moves. Accordingly, the vehicle 10 controls the vehicle to stop at the stopping candidate point 811 with the highest score among the stopping candidate points 811 and 813.

Figure 8c shows an example in which a stopping candidate point 815 is added as a stopping candidate point. That is, an example of calculating the score of the stopping candidate point 815 when the vehicle 10 stops in an oblique direction rather than parallel to the bus stop 21 is disclosed.

The stopping candidate point 815 is given 500 points because it is a possible stopping area, 10 points is given because there is one passenger, and points may be given depending on the angle of the vehicle's posture. That is, the vehicle 10 can calculate the score of the candidate stopping point 815 based on the angle/90˚*(-30)) between the candidate stopping point 815 and the bus stop 21. For example, if the angle between the stopping candidate point 815 and the stop 21 is 20°, it becomes (20°/90°*(-30)), which becomes -6.xxx. Accordingly, the final score of the stopping candidate point 815 is 500+10-6=504.

At this time, the stopping candidate points 811 and 813 are given 1000 and -20 points, respectively, as described in FIG. 8B, and the vehicle 10 is selected at the stopping candidate point with the highest score among the stopping candidate points 811, 813, and 815 ( The vehicle 10 can be controlled to stop at 811).

9A to 9C are diagrams illustrating points awarded to a stopping zone according to an embodiment of the present invention.

As shown in Figure 9a, when the vehicle 902 is stopped behind the stop in the entire stopping area 901, the vehicle 10 classifies the stopping areas as shown in Figures 9b and 9c and assigns points to each stopping area. You can.

Referring to FIG. 9B, the stopping area may include stopping candidate points 911, 912, 913, and 914.

The stopping area 911 is classified as a non-stopping area 915 because there is already a stopped vehicle 902, so no points are given.

The stopping candidate point 912 is outside the stopping area designated by law and is given +50 points. However, since it is located in the left lane of the already stopped vehicle 902, 100 points are deducted as a stopping risk area.

The stopping candidate point (913) is outside the stopping area designated by law and is given +50 points, and since there are three passengers, 30 points are added for a total of 80 points.

The stopping candidate point (914) is a stopping area designated by law and is given 1000 points, 1 passenger x area ratio ( )=(10 x 2/5) = 4, giving a total of 1004 points.

Accordingly, the vehicle 10 can be controlled to stop at the stopping candidate point 914 with the highest score among the candidate stopping candidate points 912, 913, and 914.

Referring to FIG. 9C, an example in which a stopping candidate point 916 is added is disclosed. That is, an example of calculating the score of the stopping candidate point 916 when the vehicle 10 stops in an oblique direction rather than parallel to the bus stop 21 is disclosed.

The stopping candidate point 916 is a stopping area designated by law, so 1000 points are given, and since there are three passengers, 30 points are given, and points can be given depending on the angle of the vehicle's posture. That is, the vehicle 10 can calculate the score of the candidate stopping point 916 based on the angle/90˚*(-30)) between the candidate stopping point 916 and the stop 21. For example, if the angle between the candidate stopping point 916 and the stop 21 is 30 degrees, then (30 degrees / 90 degrees * (-30)) becomes -10. Accordingly, the final score of the stopping candidate point 916 is 1000+30-10=1020.

At this time, the stopping candidate points 912, 913, and 914 are given -50, 80, and 1004 points, respectively, as described in FIG. 9B, and the vehicle 10 has the highest score among the stopping candidate points 912, 913, 914, and 916. The vehicle 10 can be controlled to stop at a high stopping candidate point 916.

Figures 10a and 10b are illustrations of points awarded to a stopping zone according to an embodiment of the present invention.

As shown in Figure 10a, when vehicles 1001 and 1002 are stopped both in front and behind the stop in the sensing range 1001, the vehicle 10 classifies the stopping areas as shown in Figure 10b and assigns a score to each stopping area. can do.

No points are given in the no-stop areas (1015, 1016) where there are already stopped vehicles.

The stopping candidate point (1012) is outside the stopping area designated by law and is given +50 points and 1 passenger x area ratio ( ) =(+10 x 3/5) = 6, giving a total of 56 points.

The candidate stopping point (1013) is outside the stopping area designated by law, so +50 points are given. Three passengers are worth 30 points, and since it is located in the left lane of an already stopped vehicle, 100 points are deducted, giving a total of -20 points.

Accordingly, the vehicle 10 is controlled to stop at the stopping candidate point 1012 with the highest score among the stopping areas 1012 and 1013.

Figure 11 is an example of giving points to the stopping zone when the vehicle's boarding and unloading zones are separated according to an embodiment of the present invention.

Referring to FIG. 11 , an example of calculating and summing the scores of the boarding area 1111 and the disembarkation area 1112 of the stopping candidate points 1101, 1103, and 1105 excluding the unstoppable area 1104 is disclosed.

Since both the boarding area 111 and the disembarkation area 1112 of the stopping candidate point 1101 are legally designated stopping areas, 1000 points are given to each, and the sum of the scores of the boarding area 111 and the disembarkation area 1112 gives 2000. do.

The boarding area 1113 and the disembarkation area 1114 of the stopping candidate point 1103 are both stoppable areas other than the legally designated stoppable area, so 700 points can be assigned to each. However, since there is a stopped vehicle in the boarding area 1113 at the stopping candidate point 1103, -100 points may be deducted, and since there are 3 passengers, 30 points may be given. At this time, adding up the scores of the boarding area (1113) and the disembarking area (1114) adds up to 1330.

The boarding area 1115 of the stopping candidate point 1105 may be given 800 points as a possible stopping area, and the disembarking area 1116 may be given 900 points as a possible stopping area. At this time, since there is one passenger in the boarding area 1115, an additional 10 points may be given. Additionally, points may be awarded depending on the angle of the vehicle's posture. That is, the vehicle 10 can calculate the score of the stopping candidate point 1105 based on the 20/90˚*(-30)) distance between the stopping candidate point 1105 and the bus stop 21. Accordingly, adding up the scores of the boarding area 1115 and the disembarkation area 1116 of the stopping candidate point 1105 results in 1680.

Therefore, the stopping candidate point 1101 with the highest score among the stopping candidate points 1101, 1103, and 1105 can be calculated as the optimal stopping point.

Figures 12a to 12c are exemplary diagrams of assigning points to stopping zones using CNN according to an embodiment of the present invention.

12A to 12C, the vehicle 10 identifies objects on the road or sidewalk using semantic segmentation or boxing based on CNN.

Additionally, the vehicle 10 may assign a score to the stopping zone by considering the location and attributes of the identified object.

Hereinafter, a method for controlling the stopping of an autonomous vehicle according to an embodiment of the present invention will be described in detail with reference to FIG. 13. Figure 13 is a flowchart for explaining a method for controlling stopping of an autonomous vehicle according to an embodiment of the present invention.

Referring to FIG. 13, before entering a stop, the vehicle 10 acquires object data around the stop and data on the stop area (S100). At this time, the vehicle 10 acquires object data and data of the stopping area around the stop through the vehicle's sensing device 150, or acquires data around the stop through communication with the stop system 20 or other vehicles or infrastructure around the stop. Object data and data of the stopping area can be obtained. Additionally, object data may include information on passengers, bicycles, PTWs, buses, cars, etc. around the stop, and data on the stopping area may include information on areas where stopping is possible around the stop.

The vehicle 10 may classify the stopping zone according to predetermined requirements based on the acquired object data and stopping zone data (S200). That is, the vehicle 10 can check the legally designated stopping zone and determine whether the stopping zone is an impossible zone or a dangerous zone. Additionally, the vehicle 10 can confirm whether it is a passenger dense area by checking the location and number of passengers around the stop.

Additionally, the vehicle 10 can determine whether the departure and arrival routes are possible areas.

The vehicle 10 can freely demarcate the boundary points of the area where parking is possible, create a grid in the demarcated area, and, if there is a boarding area included at all in any grid, assign the selected score for that area to the grid. For example, 50 points may be awarded to a legally designated stopping area, and 50 points may be awarded to a grid that includes at least part of a legally designated stopping area.

Additionally, the vehicle 10 may generate a grid composed of a plurality of unit grids and then assign points to each unit grid of the grid according to the area ratio of the boarding area within the grid. For example, if a legally designated stopping area is worth 50 points, and the legally designated stopping area occupies 50% of the unit area of the grid, 25 points can be assigned to the area of the unit grid. The stopping area consists of a plurality of unit grids, and the score of the stopping area can be calculated by adding up the scores given to each unit grid.

Next, the vehicle 10 determines the suitability for each classified stopping zone (S300).

The vehicle 10 may assign a higher score to a legally designated stopping zone than to a non-legal stopping zone. Additionally, the vehicle 10 may determine a stopping area where an obstacle exists as an impossible stopping area and assign the lowest score.

The vehicle 10 may set a certain distance in the vertical direction of the vehicle from the non-stopping zone as a stopping risk zone and deduct points for the stopping risk zone.

If the route calculated for movement to the stopping area is not drivable, the vehicle 10 may assign the lowest score to the stopping area.

In addition, the vehicle 10 may estimate the posture of the vehicle 10 when the vehicle 10 is stopped in a stopping zone, and deduct points for the stopping zone as the posture of the vehicle 10 is not parallel to the platform.

In addition, the vehicle 10 can assign points to a stopping area equal to the number of passengers present within a certain range in the direction perpendicular to the direction in which the vehicle 10 is traveling, and the closer the stopping area is to a group of passengers, the higher the score. The farther the stopping area is from the center of the passenger group, the smaller the score.

Next, the vehicle 10 can add up the suitability of the classified stopping zones and calculate the stopping point with the highest suitability as the optimal stopping point (S400).

The vehicle 10 compares the total score of the stopping area considering the score based on the vehicle posture in the stopping area, the score based on the arrival route to the stopping area, the score based on the departure route from the stopping area, and the score of the boarding area, The stopping area with the highest total score can be selected as the stopping location. At this time, the vehicle 10 excludes areas where stopping is not possible from selecting a stopping point, and if the route to or from the stopping area is impossible, it excludes it from selecting a stopping point.

That is, the vehicle 10 can calculate the scores of all cases in the boarding area and select the stopping area with the highest score among the total scores of the stopping area as the stopping point. If the total score is the same, the vehicle 10 may select a bus stop sign or a stopping area closer to the bus stop as the stopping point.

Hereinafter, a method for controlling the stopping of an autonomous vehicle according to an embodiment of the present invention will be described in detail with reference to FIG. 14. Figure 14 is a flowchart for specifically explaining a method for controlling stopping of an autonomous vehicle according to an embodiment of the present invention.

Referring to FIG. 14, before the vehicle 10 enters a stop, information on objects (passengers, bicycles, PTW, buses, cars, etc.) around the stop and the stopping area are identified (S101).

At this time, the vehicle 10 may identify object information and the stopping zone through the vehicle's sensing device 150, or may obtain object information and information about the stopping zone from the stopping system 20. At this time, the vehicle 10 can classify the type of object and determine its location using artificial intelligence. Additionally, the vehicle 10 can obtain information about the stopping area by matching information included in the precision map with information sensed by the sensing device 150. At this time, the stopping area may be determined to be within a predetermined distance around the stop.

Next, the vehicle 10 classifies the stopping zone and gives a score for each stopping zone (S102).

Additionally, the vehicle 10 determines the vehicle size, boarding gate location, vehicle stopping location, and current location of the vehicle (S103).

Then, the vehicle 10 calculates the score of each stopping zone based on the vehicle size, gate location, vehicle stopping location, and the vehicle's current location (S104), and selects the stopping zone with the highest score among each stopping zone as the stopping location. do. At this time, the stopping location may include a location similar to the destination at which the vehicle was intended to stop, such as the location of an arbitrarily determined stop or stopping location.

Next, the vehicle 10 optimizes the stopping position and the vehicle posture (S105). Optimize the route to the stopping location (S106).

Next, the vehicle 10 determines whether the corresponding route is a navigable route (S107), and if so, controls the stopping of the vehicle 10 based on the selected stopping location, vehicle posture, and route (S108).

In this way, the present invention determines the optimal stopping area by determining the movement of objects around the stop during fully autonomous driving and controls the vehicle to stop at the corresponding stopping area, thereby enabling safe boarding and disembarkation even when there is no driver in the vehicle.

Figure 15 shows a computing system according to one embodiment of the present invention.

Referring to FIG. 15, the computing system 1000 includes at least one processor 1100, a memory 1300, a user interface input device 1400, a user interface output device 1500, and storage connected through a bus 1200. It may include (1600), and a network interface (1700).

The processor 1100 may be a central processing unit (CPU) or a semiconductor device that processes instructions stored in the memory 1300 and/or storage 1600. Memory 1300 and storage 1600 may include various types of volatile or non-volatile storage media. For example, the memory 1300 may include a read only memory (ROM) 1310 and a random access memory (RAM) 1320.

Accordingly, steps of a method or algorithm described in connection with the embodiments disclosed herein may be implemented directly in hardware, software modules, or a combination of the two executed by processor 1100. Software modules reside in a storage medium (i.e., memory 1300 and/or storage 1600), such as RAM memory, flash memory, ROM memory, EPROM memory, EEPROM memory, registers, hard disk, removable disk, or CD-ROM. You may.

An exemplary storage medium is coupled to processor 1100, which can read information from and write information to the storage medium. Alternatively, the storage medium may be integrated with processor 1100. The processor and storage medium may reside within an application specific integrated circuit (ASIC). The ASIC may reside within the user terminal. Alternatively, the processor and storage medium may reside as separate components within the user terminal.

The above description is merely an illustrative explanation of the technical idea of the present invention, and various modifications and variations will be possible to those skilled in the art without departing from the essential characteristics of the present invention.

Accordingly, the embodiments disclosed in the present invention are not intended to limit the technical idea of the present invention, but are for illustrative purposes, and the scope of the technical idea of the present invention is not limited by these embodiments. The scope of protection of the present invention should be interpreted in accordance with the claims below, and all technical ideas within the equivalent scope should be construed as being included in the scope of rights of the present invention.

Claims (20)

When stopping an autonomous vehicle, the stopping areas are classified according to predetermined requirements, the suitability of the classified stopping areas is judged based on the predetermined requirements, one of the classified stopping areas is selected as a stopping point, and the selected stopping point is selected. A processor that controls the autonomous vehicle to stop; and
a storage unit that stores data and algorithms driven by the processor;
Autonomous vehicles, including.
In claim 1,
The predetermined requirements above are:
When stopping an autonomous vehicle, the stopping area designated by law, the distance from the stop, obstacles around the stop, stopped vehicles around the stop, the location and number of passengers around the stop, attitude information of the self-driving vehicle, and the stopping point. An autonomous vehicle comprising at least one of a route to arrive and a route to depart from and exit the stopping point.
In claim 1,
The suitability is a quantification of the degree to which the autonomous vehicle is suitable for stopping,
The processor,
An autonomous vehicle, characterized in that determining the size and whether to increase or decrease the degree of suitability to be given to a stopping zone according to the priority of the predetermined requirements.
In claim 3,
The processor,
Divide the above-classified stopping areas according to boundaries, or
The stopping area is created in a grid structure containing a unit area,
An autonomous vehicle characterized in that it is divided along a grid containing the classified stopping areas.
In claim 3,
The processor,
Adding up the suitability within the boarding area of the autonomous vehicle among the suitability assigned to the stopping area,
The boarding area is an area for passengers to board the autonomous vehicle, and includes an area within a predetermined radius based on the boarding entrance of the autonomous vehicle.
In claim 1,
The processor,
An autonomous vehicle characterized in that stopping areas designated by law are given higher priority or stopping suitability than stopping areas not designated by law.
In claim 1,
The processor,
An autonomous vehicle characterized in that the greater the distance from the stop, the lower the priority or suitability.
In claim 1,
The processor,
An autonomous vehicle characterized in that a stopping area where obstacles or already stopped vehicles exist is classified as an unstoppable area.
In claim 8,
The processor,
An autonomous vehicle, wherein areas where it is impossible for the vehicle to stop are given the lowest priority or stopping suitability, or are not included within the body area drawn when the vehicle stops.
In claim 1,
The processor,
An autonomous vehicle characterized in that a stopping area where the boarding and disembarkation of passengers may be hindered by obstacles or already stopped vehicles is classified as a stopping risk area.
In claim 10,
The processor,
An autonomous vehicle, characterized in that in areas where it is dangerous for the vehicle to stop, priority or stopping suitability is given or reduced below a predetermined standard value.
In claim 1,
The processor,
An autonomous vehicle characterized in that, when a passenger is located near a stop, priority or stopping suitability is given to the stopping area adjacent to the passenger higher than a predetermined standard value.
In claim 12,
The processor,
Depending on the number of passengers in the stopping area, the priority or stopping suitability may be given or added higher, or if the passengers around the stop are a group of passengers, the priority or stopping suitability may be assigned to a unit area equal to the width of the passenger group. An autonomous vehicle that provides stopping suitability, but wherein the priority or stopping suitability given becomes smaller as the distance from the center of the passenger group increases.
In claim 1,
The processor,
When the attitude of the self-driving vehicle is parallel to the stop, a higher priority or stopping suitability is given, and the greater the angle between the self-driving vehicle and the stop, the lower the priority or stopping suitability is given. self-driving vehicle.
In claim 1,
The processor,
An autonomous vehicle that calculates a route arriving at one of predetermined stopping points or a route departing from the stopping point and exiting the stop.
In claim 15,
The processor,
In areas where the route can be calculated, priority or stopping suitability is given and added higher than in areas where the route cannot be calculated, or
An autonomous vehicle characterized in that, if the route cannot be calculated based on the stopping location and the posture of the autonomous vehicle when stopped, the location and posture are excluded when selecting a stopping point.
In claim 1,
It further includes a sensing device that senses the surroundings of the self-driving vehicle and the stop,
The processor,
An autonomous vehicle characterized in that it classifies objects around the stop based on data around the stop detected through the sensing device, or assigns priority or stopping suitability to the stopping area.
In claim 17,
It further includes a location acquisition unit that acquires the location of the autonomous vehicle or map information surrounding the autonomous vehicle,
The processor,
An autonomous vehicle characterized in that it classifies a stopping area or assigns and adds the priority or stopping suitability, including map information obtained from the location acquisition unit.
Classifying the area around the stop into at least one or more stopping zones based on predetermined requirements when the autonomous vehicle stops;
assigning a stopping suitability to the classified stopping zone;
selecting a stopping point based on the stopping suitability of the classified stopping zone; and
Controlling the autonomous vehicle to stop at the selected stopping zone
A stopping control method for an autonomous vehicle, comprising:
In claim 19,
The predetermined requirements include a legally designated stopping area, distance from the stop, obstacles around the stop, stopped vehicles around the stop, location and number of passengers around the stop, attitude information of the autonomous vehicle, arrival route, and A stopping control method for an autonomous vehicle, characterized in that it considers at least one of whether the starting and exiting route from the stop is drivable.

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